EP1957356B1 - Method for breaking ice, motor-driven watercraft and its use - Google Patents

Method for breaking ice, motor-driven watercraft and its use Download PDF

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Publication number
EP1957356B1
EP1957356B1 EP06807985A EP06807985A EP1957356B1 EP 1957356 B1 EP1957356 B1 EP 1957356B1 EP 06807985 A EP06807985 A EP 06807985A EP 06807985 A EP06807985 A EP 06807985A EP 1957356 B1 EP1957356 B1 EP 1957356B1
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EP
European Patent Office
Prior art keywords
ice
watercraft
hull
middle hull
breaking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP06807985A
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German (de)
English (en)
French (fr)
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EP1957356A1 (en
Inventor
Pauli Immonen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mobimar Oy
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Mobimar Oy
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Filing date
Publication date
Application filed by Mobimar Oy filed Critical Mobimar Oy
Priority to PL06807985T priority Critical patent/PL1957356T3/pl
Publication of EP1957356A1 publication Critical patent/EP1957356A1/en
Application granted granted Critical
Publication of EP1957356B1 publication Critical patent/EP1957356B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
    • B63B35/083—Ice-breakers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
    • B63B35/12—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor having ice-cutters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls

Definitions

  • the object of the invention is a method for breaking ice, a motor-driven trimaran and use of the trimaran for breaking ice according to the preambles of the independent claims presented below.
  • trimaran is meant a ship, boat or other watercraft, which has three hulls.
  • middle hull and side hulls are used for the hulls.
  • Trimarans are known both as sailing and motor vessels.
  • the purpose of the three hulls of the trimaran is to increase the stability of the watercraft.
  • Three hulls also make possible the formation of a large deck area.
  • RU 2171203 C1 is shown a trimaran, to the bow of which is attached a hydraulic ice-breaking apparatus. Ice-separating wedges, which open in the direction of the side hulls, are arranged in the middle hull of the watercraft. Hydrofoils are arranged between the middle and side hulls. Ice is cut at the front of the watercraft into suitably sized fragments with a hydraulic ice-cutting device. The water under the hulls is saturated with air and with the aid of the hydrofoils the trimaran is lifted onto the ice, after which the ice cut by the cutting device is crushed by the weight of the watercraft.
  • Document DE 35 14 555 A1 discloses an ice-breaker having a plurality of ice-breaking stems which are connected to one another in the area of the underwater body and enclose between them a channel which extends in the longitudinal direction of the ship.
  • Each ice-breaking stem merges into an allocated hull, the hulls being connected to one another above the floating water line.
  • Each channel formed between the hulls extends continuously over the entire length of the ship.
  • An aim of the invention is to achieve a method, in which ice can be broken with a trimaran and in which a remarkably small amount of energy is needed for breaking the ice.
  • a trimaran which comprises a middle hull, a propulsion device, a right and a left side hull and a deck, where the three hulls are attached
  • ice is broken with the middle hull of the trimaran.
  • the side hulls which are situated further back than the middle hull in the longitudinal direction of the watercraft, hit the ice significantly later than the bow of the middle hull, whereby the side hulls bend down and thus break the ice which is left on the sides of the middle hull, so that a broken passage essentially of the width of the entire watercraft including the side hulls is formed in the ice.
  • a great advantage of the method is that no separate ice-breaking device, which for example protrudes from the hull, is needed for breaking the ice, but the ice breaking is performed with the middle hull of the trimaran.
  • the right side hull is on the right side of the middle hull when seen from the stern of the ship towards the bow and the left side hull is on the left side of the middle hull.
  • the side hulls are separate from the main hull, whereby the watercraft is especially stable. It is easier for the side hulls to break the ice, when the middle hull has already before them broken a passage in the ice, which has the width of the middle hull.
  • the low-gradient bow of the middle hull is arranged partly on the ice and the keel in the bow of the trimaran strikes the ice first and creates a line in it, where the ice starts to break, after which the bottom of the middle hull hits the ice and breaks it by pushing it significantly downwards so, that the ice breaks on an area which is significantly of the same width as the middle hull.
  • the side hulls are situated higher than the middle hull in the vertical direction of the watercraft. For this reason, the side hulls rise remarkably easily at least partly on top of ice and break the ice with a remarkably small amount of energy by bending the edges of the ice cover downwards, so that the side hulls do not need to break the ice by piercing the ice completely. The ice breaking resistance is thereby remarkably small. Because of the side hulls the watercraft is also very stable both in open water and in icy conditions.
  • the side hulls bend down and thus break the ice without essentially piercing it.
  • the side hulls are able to bend the ice downwards and get it to break essentially at their location with a remarkably small amount of energy, because the middle hull first breaks a passage of its own width in the ice, after which the edges of the ice field pressed by the side hulls have no support on the side of the middle hull in respect of the side hulls.
  • the ice fragments bent down by the side hulls cannot get packed between the middle hull and the side hulls situated higher up, whereby the resistance when breaking ice remains remarkably small.
  • the principal propulsive force of the trimaran is formed in the propulsion device situated in the middle hull.
  • the propulsion device When the propulsion device is arranged in the middle hull, it can well come into contact with the water even in icy water and can effectively push off from the water, because the middle hull breaks the ice into sufficiently small fragments.
  • a typical motor-driven watercraft with three hulls according to the invention i.e. a trimaran, comprises a middle hull, a propulsion device, a right and a left side hull and a deck, where the three mentioned hulls are attached.
  • the propulsion device is arranged in the middle hull and a keel in the longitudinal direction of the middle hull is arranged in the bow of the bottom of the middle hull for breaking ice.
  • the bows of the side hulls are situated essentially further back than the bow of the middle hull in the longitudinal direction of the watercraft.
  • the keel In addition to its ice-breaking properties the keel also protects and strengthens the bow and bottom of the watercraft.
  • the watercraft according to the invention can move well both in icy conditions and in ice-free water and is especially stable in both.
  • the deck area of the watercraft can be arranged remarkably large compared to watercrafts with one hull of a corresponding length.
  • the keel is essentially at the same level as the side plates.
  • the height of the keel is 40 - 100 mm, preferably 50 - 70 mm and the width is 20 - 60 mm, preferably 30 - 50 mm.
  • protruding part of the keel is arranged in the longitudinal direction of the ship to the part of the bow of the bottom of the middle hull, with which ice is primarily broken and which thereby hits the ice most when breaking ice.
  • protruding part is meant that part, where the height of the keel from the bottom of the middle hull surrounding it is for example 40-100 mm or preferably 50 - 70 mm.
  • the emphasized protruding part of the keel starts approximately a meter above the water line and continues 2 - 8 meters backwards from the water line.
  • the keel has essentially the length of the entire hull.
  • a narrow keel has been arranged also to the bottom of both side hulls, which keel improves especially the ice bending properties.
  • the relationship between the length and the width of the middle hull of the trimaran is at least 5 or preferably 5 - 20, very preferably 6-15, especially preferably 7-10.
  • the middle hull is thus remarkably long and narrow and among others because of this it and the whole watercraft have a small wave formation resistance and friction resistance.
  • the trimaran according to an embodiment of the invention can in open water function with Froude numbers higher than 1.
  • the total resistance of the narrow hull is small also when breaking ice.
  • the length of the trimaran is 10 - 300 meters, according to another 10 - 200 meters and according to still one 100 - 300 meters.
  • the length of the trimaran is 10 - 40 meters, preferably 11-30 meters.
  • the trimaran is approximately 18 - 22 m long and its maximum width is 9 - 11 m, whereby the width of the middle hull is 3 - 5 m, the width of the side hulls 0,5 - 1,5 m and the distance between the side hulls and the middle hull is 1,5-2 m.
  • the turning properties of the trimaran are especially good, when the side hulls are situated clearly further back than the middle hull.
  • An especially advantageous property of the invention is that the trimaran, where the side hulls are situated essentially further back than the middle hull, can turn in the passage it has broken in the ice field and can thereby escape the passage. This kind of turning is often remarkably difficult with watercrafts with one hull capable of ice breaking, which watercrafts are generally steered back into the broken passage by the shape of the bow.
  • the bottom of the middle hull is essentially lower than the bottoms of the side hulls in the vertical direction of the watercraft.
  • the incidence angle of the bottom of the middle hull in relation to the water is 10 - 45 ° (degrees), preferably 13 - 25 °, especially preferably 14 - 20 °. Because of such a low-gradient angle of incidence, the bow of the watercraft easily rises partly onto the ice when breaking ice, after which the bow of the watercraft and the bottom of the front part push the ice sloping downwards and obliquely forwards in relation to the direction of motion, so that the ice breaks into fragments with a relatively small amount of energy.
  • the width of the middle hull decreases or stays the same in the longitudinal direction from the midpoint of the hull towards the stern. For this reason the ice cannot easily get packed between the middle hull and the side hulls.
  • breaking ice the ice bent by the side hulls can anyway not easily get between the side hulls and the middle hull, because the side hulls are situated higher up than the middle hull and break the ice edge by bending it primarily downwards.
  • the rears of the side hulls reach essentially to the same level as the rear of the middle hull in the longitudinal direction of the watercraft.
  • the carrying capacity of the middle hull corresponds to 50 - 99 % of the displacement of the watercraft, preferably 70 - 90 %, especially preferably 80 - 90 %.
  • the middle hull carries such a large part of the weight of the watercraft, the technology of the watercraft can primarily be concentrated into the middle hull.
  • the middle hull with a large displacement can be made remarkably slender though it is long. Thus the wave resistance and the ice breaking resistance are small.
  • the watercraft comprises in addition to a middle hull and a right and left side hull at least one hull so that the watercraft has for example 4, 5, 6 or 7 hulls.
  • the watercraft comprises in addition to a middle hull and a right and left side hull two subsidiary hulls, the bows of which are situated further back than the bows of the side hulls in the longitudinal direction of the watercraft.
  • the right subsidiary hull is situated on the right side of the right side hull when seen from the stern of the watercraft towards the bow and the left subsidiary hull on the left side of the left side hull.
  • the right and the left side hull hit the ice later than the middle hull and bend down and thus break the ice left on the sides of the middle hull essentially at the width of the side hulls. Even later than the side hulls, the subsidiary hulls hit the ice bending more ice so that the width of the broken passage essentially corresponds to the distance of the subsidiary hulls from each other.
  • the trimaran corresponds to one of the embodiments of the invention shown in this application.
  • a trimaran 4 according to the first embodiment of the invention, which trimaran comprises a middle hull 3, a right 1 and a left 2 side hull and a deck 5, where all three hulls 1, 2, 3 are attached.
  • the middle hull 3 forms the main hull of the watercraft 4 and in accordance with the figure it is wider than the side hulls 1, 2 and carries the largest part of the displacement of the watercraft 4, in this example approximately 85 %.
  • the side hulls 1, 2 are in the vertical direction higher up than the middle hull 3 and do therefore not swim so deep in the water, but they make the watercraft 4 very stable.
  • the water surface is marked with number 6.
  • Figure 2 shows the trimaran 4 of the first embodiment of the invention as seen from the side. From the figure can be seen that the incidence angle ⁇ of the bottom of the middle hull 3 in relation to the water surface is remarkably low-gradient, in this example about 20 °. Because of its low-gradient incidence angle, the front end of the middle hull rises partly onto the ice in icy conditions and breaks the ice by pushing it downwards, whereby the amount of energy needed for the breaking is remarkably smaller than in a case where the ice would be rammed to pieces essentially in the direction of the water surface 6.
  • the side hull 1 is situated so in relation to the middle hull 3 that the bow 1 a of the side hull is in the longitudinal direction essentially further back than the bow of the middle hull, in this example by the midpoint of the middle hull.
  • the bow part 11a of the bottom of the side hull 1 is remarkably higher up than the bottom 31 a of the midpoint of the middle hull, which is situated at the same point in the longitudinal direction of the watercraft 4.
  • the incidence angle of the side hulls 1 in relation to the water surface 6 is also approximately as low-gradient as that of the middle hull 3, wherefore also the side hulls 1 easily rise partly onto the ice in icy conditions and bend down and thus break the ice underneath them.
  • the location of the side hulls 1 higher up than the middle hull 3 helps the side hulls 1 get partly onto the ice and stay partly on the ice.
  • Figure 3 shows the trimaran according to the first embodiment of the invention as seen from the below, i.e. from the bottom of the ship. All three hulls 1, 2, 3 are shaped essentially long and slender. The relationship between the length and the width of the middle hull 3 is approximately sextuple. From the figure can be seen that the middle hull 3 is at its widest at the midpoint in its longitudinal direction, i.e. approximately at the same point, where the bows 1a, 2a of the side hulls are situated. In this example the width of the middle hull 3 decreases in the longitudinal direction from the midpoint towards the stern 3b.
  • the space between the middle hull 3 and the side hulls 1, 2 does not get essentially narrower in the direction of the water surface when moving from the point of the bows 1a, 2a of the side hulls towards the stern 4b of the watercraft.
  • ice cannot accumulate between the middle hull and the side hulls.
  • Figure 4 shows a situation, where the trimaran according to the second embodiment of the invention is breaking ice 8.
  • the figure is shown as seen from above the trimaran.
  • the figure shows only the three hulls 1, 2, 3 of the trimaran, but not the deck, in order to make the figure as clear as possible.
  • the bow 3a of the middle hull of the trimaran, and the keel 7, which is emphasized protruding especially in the bow part of the bottom are first to hit the ice 8 to be broken.
  • the keel 7 is shown in the figure so that it can be seen through the middle hull 3.
  • the middle hull 3 breaks a passage in the ice 8 essentially of the width of the middle hull.
  • the middle hull breaks the ice into small fragments so that the propulsion device 9 situated in the rear part of the middle hull can efficiently push off from the water.
  • the side hulls 1, 2 are situated higher up than the middle hull 3 in the vertical direction of the watercraft, wherefore the side hulls do not as such completely go through the ice but they only push the ice 8 downwards so that the ice is bent down and thus broken approximately at the point of the side hulls 1, 2.
  • the ice is bent in the mentioned manner relatively easily and with a small amount of energy, because the ice edge which is pushed downwards has no steady support on the side of the middle hull 3 as seen from the side hull 1, 2. From the figure can be seen that the middle hull breaks the ice into small fragments 15, but the ice sections 16, which are broken by the side hulls by bending, remain larger, but are still separate so that a watercraft with a width which is as large or smaller than the width L of the broken passage can easily move in the passage broken by the trimaran without breaking ice.
  • trimaran according to the invention also works excellently in open water.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • Earth Drilling (AREA)
  • Perforating, Stamping-Out Or Severing By Means Other Than Cutting (AREA)
  • Prevention Of Electric Corrosion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Crushing And Grinding (AREA)
  • Toys (AREA)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Scissors And Nippers (AREA)
  • Emergency Lowering Means (AREA)
  • Emergency Protection Circuit Devices (AREA)
  • Crushing And Pulverization Processes (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)
  • Drilling And Exploitation, And Mining Machines And Methods (AREA)
  • Re-Forming, After-Treatment, Cutting And Transporting Of Glass Products (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
EP06807985A 2005-11-08 2006-11-08 Method for breaking ice, motor-driven watercraft and its use Active EP1957356B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL06807985T PL1957356T3 (pl) 2005-11-08 2006-11-08 Sposób łamania lodu, napędzana silnikiem jednostka pływająca i jej zastosowanie

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20051128A FI118121B (fi) 2005-11-08 2005-11-08 Menetelmä jään murtamiseksi, moottorikäyttöinen alus ja sen käyttö
PCT/FI2006/000358 WO2007054607A1 (en) 2005-11-08 2006-11-08 Method for breaking ice, motor-driven watercraft and its use

Publications (2)

Publication Number Publication Date
EP1957356A1 EP1957356A1 (en) 2008-08-20
EP1957356B1 true EP1957356B1 (en) 2010-10-20

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EP06807985A Active EP1957356B1 (en) 2005-11-08 2006-11-08 Method for breaking ice, motor-driven watercraft and its use

Country Status (14)

Country Link
US (1) US7779771B2 (pl)
EP (1) EP1957356B1 (pl)
JP (1) JP5161099B2 (pl)
KR (1) KR101122512B1 (pl)
CN (1) CN101304915B (pl)
AT (1) ATE485213T1 (pl)
CA (1) CA2628713C (pl)
DE (1) DE602006017729D1 (pl)
ES (1) ES2354628T3 (pl)
FI (1) FI118121B (pl)
NO (1) NO339465B1 (pl)
PL (1) PL1957356T3 (pl)
RU (1) RU2429157C2 (pl)
WO (1) WO2007054607A1 (pl)

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FI20085239A0 (fi) 2007-10-31 2008-03-19 Mobimar Oy Öljyntorjunta-alus
RU2483966C2 (ru) * 2011-09-14 2013-06-10 Федеральное государственное унитарное предприятие "Крыловский государственный научный центр" Ледокольное судно
CN103303440B (zh) * 2013-06-20 2015-08-19 何勇 一种小型破冰增氧船
RU2585393C2 (ru) * 2013-11-13 2016-05-27 Российская Федерация, От Имени Которой Выступает Министерство Промышленности И Торговли Российской Федерации Ледокольное судно
RU2549738C1 (ru) * 2013-11-13 2015-04-27 Федеральное государственное унитарное предприятие "Крыловский государственный научный центр" (ФГУП "Крыловский государственный научный центр") Толкаемая буксиром-толкачом ледокольная приставка для создания судоходного канала во льдах
RU2566589C1 (ru) * 2014-08-29 2015-10-27 Федеральное государственное унитарное предприятие "Крыловский государственный научный центр" (ФГУП "Крыловский государственный научный центр") Буксируемое устройство для разрушения ледового покрова и формирования фарватера для сбора нефтяных разливов
US9718516B2 (en) * 2014-09-30 2017-08-01 Maine Center For Coastal Fisheries Trimaran hull and boat
RU2586100C1 (ru) * 2015-04-06 2016-06-10 Закрытое акционерное общество "Центральный ордена Трудового Красного Знамени научно-исследовательский и проектно-конструкторский институт морского флота" Ледокольное судно
CN106080988B (zh) * 2016-08-27 2018-08-03 南通中远海运川崎船舶工程有限公司 一种多体极地航行船
CN106275296A (zh) * 2016-09-19 2017-01-04 哈尔滨工程大学 一种双艏柱破冰船
NO20171809A1 (no) * 2017-11-15 2019-05-16 Daafjorden Slipp As Isbryter
CA3097207A1 (en) * 2018-04-17 2019-10-24 Open Ocean Robotics Inc. Self-righting watercraft vessel
CN109665070B (zh) * 2019-02-14 2020-02-07 中国船舶科学研究中心（中国船舶重工集团公司第七0二研究所） 一种三体破冰物探船
CN109850084A (zh) * 2019-02-20 2019-06-07 江苏科技大学 一种极地自主驾驶三体破冰引航船
CN110053725B (zh) * 2019-03-19 2020-03-06 江苏大津重工有限公司 一种用于破冰船的破冰冰刀
CN114132430A (zh) * 2021-11-29 2022-03-04 中国船舶工业集团公司第七0八研究所 一种冰区调查船全下沉式龙骨
CN114633843A (zh) * 2022-04-21 2022-06-17 武汉市海益高端装备结构设计有限公司 一种用于拓宽航道的破冰拖曳装置

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Also Published As

Publication number Publication date
RU2429157C2 (ru) 2011-09-20
EP1957356A1 (en) 2008-08-20
US20080276850A1 (en) 2008-11-13
RU2008122995A (ru) 2009-12-20
WO2007054607B1 (en) 2007-07-05
FI20051128A0 (fi) 2005-11-08
FI118121B (fi) 2007-07-13
CA2628713A1 (en) 2007-05-18
US7779771B2 (en) 2010-08-24
FI20051128A (fi) 2007-05-09
KR101122512B1 (ko) 2012-03-15
CN101304915B (zh) 2011-02-02
DE602006017729D1 (de) 2010-12-02
JP2009514723A (ja) 2009-04-09
CN101304915A (zh) 2008-11-12
NO20082506L (no) 2008-06-05
ATE485213T1 (de) 2010-11-15
PL1957356T3 (pl) 2011-04-29
KR20080074909A (ko) 2008-08-13
NO339465B1 (no) 2016-12-12
JP5161099B2 (ja) 2013-03-13
WO2007054607A1 (en) 2007-05-18
ES2354628T3 (es) 2011-03-16
CA2628713C (en) 2012-06-05

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